EP3971049B1 - Automatisiertes fahrsystem - Google Patents

Automatisiertes fahrsystem Download PDF

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Publication number
EP3971049B1
EP3971049B1 EP20197041.5A EP20197041A EP3971049B1 EP 3971049 B1 EP3971049 B1 EP 3971049B1 EP 20197041 A EP20197041 A EP 20197041A EP 3971049 B1 EP3971049 B1 EP 3971049B1
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European Patent Office
Prior art keywords
control module
vehicle
processor
speed
driving system
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EP20197041.5A
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English (en)
French (fr)
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EP3971049A1 (de
Inventor
Waldemar DWORAKOWSKI
Marzena Banach
Rafal Dlugosz
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Aptiv Technologies AG
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Aptiv Technologies AG
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Priority to EP20197041.5A priority Critical patent/EP3971049B1/de
Priority to US17/475,127 priority patent/US11772683B2/en
Priority to CN202111097541.7A priority patent/CN114212099B/zh
Publication of EP3971049A1 publication Critical patent/EP3971049A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • B60W60/0018—Planning or execution of driving tasks specially adapted for safety by employing degraded modes, e.g. reducing speed, in response to suboptimal conditions
    • B60W60/00186—Planning or execution of driving tasks specially adapted for safety by employing degraded modes, e.g. reducing speed, in response to suboptimal conditions related to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W30/146—Speed limiting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/038—Limiting the input power, torque or speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • B60W60/0016—Planning or execution of driving tasks specially adapted for safety of the vehicle or its occupants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • B60W60/0018—Planning or execution of driving tasks specially adapted for safety by employing degraded modes, e.g. reducing speed, in response to suboptimal conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W2040/0818—Inactivity or incapacity of driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W2040/0818—Inactivity or incapacity of driver
    • B60W2040/0827—Inactivity or incapacity of driver due to sleepiness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B60W2050/0297—Control Giving priority to different actuators or systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/229—Attention level, e.g. attentive to driving, reading or sleeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/103—Speed profile

Definitions

  • the present invention relates to an Automated Driving System (ADS) and to a vehicle's electronic control unit incorporating the same.
  • ADS Automated Driving System
  • the invention also relates to a method and a software for implementing ADS.
  • the present invention is particularly relevant to vehicles, including cars, with advanced driver assistance systems and autonomous driving capabilities.
  • ADS Automated Driving Systems
  • Level one and two systems are often referred to as Advanced Driver Assistance Systems (ADAS).
  • ADAS Advanced Driver Assistance Systems
  • the driver is required to maintain awareness and be prepared to intervene immediately in the event that the ADAS is unable to respond appropriately to a driving situation.
  • the system will monitor driver awareness and provide a warning to the driver as soon as a lack of awareness is detected. For example, an automatic lane keeping system will issue an alert to the driver if their hands stray from the wheel for more than a predetermined time, for instance, by outputting an audible alarm and vibrating their seat.
  • an automated driving system an electronic control unit, a method and a non-transitory computer as defined by the claims.
  • the speed of the vehicle may be automatically adjusted to selectable levels, either dynamically or pre-defined, based on the determined vehicle operating conditions that impact safe driving performance at current vehicle speeds.
  • safety performance may be maintained or optimised, with speed adjustments being implemented in a safe manner according to the ADS's perception systems and accounting for current conditions, such as other traffic, and in combination with other complementary changes of road lane and vehicle signalling.
  • the automation control module reduces the speed of the vehicle in response to the one or more operating conditions indicating a reduced safety performance scenario at a current vehicle speed. As such, when conditions arise that would compromise the safety of the vehicle to below an acceptable performance threshold, the speed of the vehicle may be automatically reduced to maintain safety performance.
  • the one or more operating conditions relevant to the safety performance of the vehicle include one or more of driver awareness and processor temperature.
  • the processor temperature may be determined based on one or more of temperature sensor inputs, processor load measurements, and load estimations based on upcoming road situations.
  • the automation control module adjusts the speed of the vehicle by one of a pre-determined level and a dynamic level based on the one or more operating conditions.
  • an automated driving system including: a driver awareness module for determining a level of driver awareness based on one or more driver awareness inputs; an automation control module for controlling one or more driving functions of a vehicle and being operable at a lower automation level and a higher automation level; wherein the automation control module activates the higher automation level in response to the driver awareness module determining that the level of driver awareness is below an awareness threshold. Accordingly, in this way, in situations where a driver loses awareness, for instance if they fall asleep or become distracted, the ADS switches to a higher level of automation to maintain safety.
  • the higher automation level is associated with the limitation of one or more control parameters.
  • the increase in automation may coincide with a compromise in performance, thereby encouraging the driver to maintain awareness.
  • the limitation of one or more control parameters comprises limiting the vehicle's speed.
  • a loss of driver awareness may prompt an automatic reduction in vehicle speed, which may both improve safety and provide an unobtrusive alert to the driver that they have lost awareness. Therefore, rather than startling the diver awake, they are given time to regain awareness, whilst only sacrificing a minor reduction in vehicle speed in the meantime.
  • the vehicle speed may be reduced by 200-400 of current speed in the event of a loss of awareness.
  • the reduction in vehicle speed may be performed in collaboration with perception systems of the ADS for ensuring the speed reduction is carried out in a safe manner depending on conditions, such as the level of traffic.
  • the reduction in vehicle speed may also be performed in conjunction with other complementary actions, such as a change in road lane.
  • the lower automation level corresponds to level 1 or 2.
  • the lower automation level may correspond to an ADAS.
  • the higher automation level corresponds to level 4 automation or higher.
  • an automated driving system including: an automation control module for controlling one or more driving functions of a vehicle; a temperature control module for identifying a processor overheating scenario, wherein the processor overheating scenario leads to the automation control module exceeding an operating temperature threshold, wherein the automation control module is configured to reduce the speed of the vehicle in response to the temperature control module identifying a processor overheating scenario.
  • the reduction in vehicle speed may be performed in collaboration with perception systems of the ADS for ensuring the speed reduction is carried out in a safe manner depending on conditions, such as the level of traffic.
  • the reduction in vehicle speed may also be performed in conjunction with other complementary actions, such as a change in road lane.
  • the temperature control module identifies the processor overheating scenario based on a detected processor rate or a detected temperature exceeding a threshold. In this way, processing load or temperature sensors may alert the ADS to a potential overheating scenario, thereby allowing the ADS to reduce the vehicle's speed to avoid overheating.
  • the temperature control module identifies the processor overheating scenario based on the detected processor rate or the detected temperature exceeding the threshold for a predetermined duration. In this way, momentary increases in processing load or temperature do not automatically lead to a reduction in driving speed.
  • the temperature control module identifies a processor overheating scenario based on identifying a complex driving situation. In this way, road situations which are likely to impose a heavy demand on processing power may be pre-emptively identified, allowing the ADS to reduce the speed, thereby mitigating those anticipated processing requirements.
  • the temperature control module identifies a complex driving situation based on one or more of upcoming road data, current weather data, and the number of objects being tracked.
  • the complex driving situation is identified based on a complexity metric exceeding a threshold, wherein the complexity metric calculated based on two or more of a road complexity rating, a camera visibility distance, a road surface rating, the number of objects being tracked, and past performance data.
  • a particular situation may be identified as a complex driving situation based on the combination of a number of factors. For instance, an otherwise normal situation may be rendered complex if the current weather is rated as very poor or there are a large number of objects, such as other vehicles, pedestrians and cycles, which need to be simultaneously tracked by the ADS.
  • the temperature control module further identifies a processor capacity scenario, where the processor capacity scenario leads to the automation control module having capacity to increase the processing rate whilst maintaining a temperature below the operating temperature threshold, wherein the automation control module is configured to increase the speed of the vehicle in response to the temperature control module identifying a processor capacity scenario.
  • the ADS may address a surplus of processing capability by increasing the vehicle's speed. For instance, in clear weather and limited traffic, the ADS may be able to handle higher speeds, without risking processor overload.
  • an electronic control unit for a vehicle incorporating the above automated driving system.
  • a method for use with an automated driving system including the steps of: determining at a driver awareness module a level of driver awareness based on one or more driver awareness inputs; controlling at an automation control module one or more driving functions at a lower automation level; and activating a higher automation level in response to a determination that the level of driver awareness is below an awareness threshold.
  • a method for use with an automated driving system including the steps of: controlling at an automation control module one or more driving functions of a vehicle; identifying at a temperature control module a processor overheating scenario, wherein the processor overheating scenario leads to the processor exceeding an operating temperature threshold, wherein the step of controlling one or more driving functions comprises reducing the speed of the vehicle in response to a processor overheating scenario being identified.
  • a non-transitory computer readable medium storing software including instructions which, when executed by a processor, perform the steps of: determining at a driver awareness module a level of driver awareness based on one or more driver awareness inputs; controlling at an automation control module one or more driving functions at a lower automation level; and activating a higher automation level in response to a determination that the level of driver awareness is below an awareness threshold.
  • a non-transitory computer readable medium storing software including instructions which, when executed by a processor, perform the steps of: controlling at an automation control module one or more driving functions of a vehicle; identifying at a temperature control module a processor overheating scenario, wherein the processor overheating scenario leads to the processor exceeding an operating temperature threshold, wherein the step of controlling one or more driving functions comprises reducing the speed of the vehicle in response to a processor overheating scenario being identified.
  • a method for use with an automated driving system including the steps of: controlling at an automation control module one or more driving functions of a vehicle; and determining at a safety control module one or more operating conditions relevant to the safety performance of the vehicle, wherein the automation control module automatically adjusts the speed of the vehicle based on the one or more operating conditions determined by the safety control module.
  • a non-transitory computer readable medium storing software including instructions which, when executed by a processor, perform the steps of: controlling at an automation control module one or more driving functions of a vehicle; and determining at a safety control module one or more operating conditions relevant to the safety performance of the vehicle, wherein the automation control module automatically adjusts the speed of the vehicle based on the one or more operating conditions determined by the safety control module.
  • FIG. 1 shows a schematic illustration of an automatous driving system (ADS) 1 according to an embodiment.
  • the ADS 1 is implemented as part of the vehicle's Electronic Control Unit (ECU) and is for use in a car having assisted and automatous driving capabilities.
  • the ADS 1 will comprise various perception systems used to monitor the driving environment and will automatically implement driving functions based on the determined conditions.
  • the ADS 1 is operable to implement different levels of automation and, in particular, switch between a low automation level mode associated with SAE levels one or two (advanced driver assistance systems, ADAS), and a high level automation mode associated with SAE levels three and above.
  • ADAS advanced driver assistance systems
  • the ADS 1 is capable implementing level two and level four automation.
  • level two automation When level two automation is implemented, the driver is legally required to continue to monitor the driving environment, but the ADS 1 assumes control of both steering and vehicle speed functions.
  • SAE level four automation the ADS is responsible for monitoring the driving environment and controls all driving functions, albeit with certain restricted parameters. In this embodiment, the vehicle speed is restricted when operating under higher, level four, automation mode.
  • the ADS 1 includes a number of input modules 101-105 which process data from a plurality of sensors to make determinations about the vehicle's operating condition and the environment within which it is driving.
  • the inputs include:
  • the input modules feed various processing paths of the ADS processor 109 for processing. That is, the input modules feed algorithm modules which subsequently control parameters which influence how the ADS algorithms control driving functions.
  • processing paths include:
  • the ADS 1 provides safety functions in relation to the operating conditions of driver awareness and processor temperature which impact the safe driving performance of the vehicle. These aspects will be described in further detail below in relation to Figures 2 to 4 .
  • the driver awareness function of the ADS 1 sets the level of autonomy of the vehicle based on the awareness state of the driver. As such, when the driver is aware, the ADS 1 may provide them with as much autonomy as they wish. For instance, the driver may operate the vehicle manually or engage the ADS 1 to provide level two automation. In this state, the continued driver awareness allows for minimal restrictions on driving parameters. For example, a driver may manually bring the vehicle up to a relatively high speed of say 140 km/h, depending on the current legal speed limit, and once the ADS is engaged, this speed will be maintained. However, if the ADS 1 subsequently detects that the driver has lost awareness, then the ADS automatically switches to the higher level of driving autonomy and takes steps to manage those autonomous driving conditions by, in this embodiment, significantly reducing the speed.
  • figure 2 shows a flow diagram of the driver awareness algorithm employed by the ADS 1.
  • the driver may activate driver assistance, and the ADS implements level 2 automation where the ADS 1 provides adaptive cruise control and lane keeping automation.
  • the vehicle may maintain its current speed of 140km/h for highway conditions.
  • the ADS 1 monitors driver awareness through the Driver Awareness Detector module 101 in step 202. If it is detected that the driver has fallen asleep or is otherwise distracted, the ADS Mode Selector 107 switches the ADS Processor 109 to the higher automation level in step 203.
  • the driving parameter of vehicle speed is limited at the higher automation level and hence the vehicle is automatically slowed down.
  • the safe speed level at level four automation may be set at 80km/h, for example.
  • the reduction in vehicle speed is performed in collaboration with the perception systems of the ADS 1 for ensuring the speed reduction is carried out in a safe manner depending on conditions, such as the level of traffic.
  • other complementary actions may also be enacted.
  • the ADS 1 may indicate and change road lanes into the slow lane for allowing other traffic to pass. The speed reduction thereby provides a silent warning to the driver, whilst improving the safety of the vehicle, at the cost of a relatively small reduction in vehicle speed.
  • the diver may then re-initiate manual driving in step 205 and choose to bring the vehicle back up to speed before reengaging the lower level, driver assistance, automation in step 201.
  • the ADS 1 may instead reengage the lower level, driver assistance, in response to the driver regaining awareness, and then automatically bring the vehicle back up to speed.
  • the level of autonomous driving is increased to compensate, albeit at the expense of driving speed.
  • the ADS 1 maintains safety until the driver has fully regained awareness.
  • Non-essential comfort related functions may also be disabled when the higher automation level is activated in order to compensate for the additional ECU processing demands this imposes. Accordingly, the vehicle's available performance is effectively restricted based on the situational awareness of the driver.
  • the temperature protection function of the ADS 1 acts to avoid overheating by reducing the driving speed, which, in turn, reduces the data processing load required to manage the driving conditions and environment. For example, account may be taken for the external temperature conditions in which the ECU operates, as well as other weather conditions, and the complexity of the driving environment, including the number and type of objects the ADS 1 has to track at any given moment of time.
  • the ADS 1 implementing the higher automation level may be traveling at a speed of 80 km/h. If it is a particularly hot summer day and the road is busy, there may be a risk of the ECU overheating because the cooling airflow over the ECU is already warm and the processor is tasked with tracking a large number of vehicles moving at relatively high speeds.
  • the temperature protection function responds by reducing the vehicle speed down to, for example, 60 km/h.
  • data analysis may be performed at lower rate (e.g. a reduced frame rate), thereby reducing the heat emitted by the ECU.
  • the step of reducing the vehicle's speed is performed in collaboration with the perception systems of the ADS 1 to ensure the speed reduction is carried out in a safe manner depending on conditions.
  • Other complementary actions such as changing the road lane, may also be enacted as part of this process, as necessary.
  • FIGS. 3 and 4 show flow diagrams of two processor temperature protection algorithms implemented by the ADS 1.
  • the current ECU processing load is monitored using ECU Processing Load Estimator 102, along with the current ECU temperature using ECU Thermal Load Estimator 103.
  • ECU Processing Load Estimator 102 While automated driving is activated, if the processing load exceeds a threshold (step 302) the driving speed is automatically reduced in step 303.
  • the driving speed is automatically reduced, and non-essential processing functions may also be deactivated to quickly minimise the processing burden.
  • an overheating scenario which would otherwise lead to the ECU overheating, may be detected by the load or the temperature exceeding a threshold, and then mitigated by reducing the vehicle speed, which in turn minimises the processing demands imposed on the ECU. This may thereby provide a low-cost safety improvement with minimal impact on perceived performance of the overall system because such overheating scenario situations would happen relatively rarely.
  • the process shown in Figure 3 further monitors for instances where the current ECU processing load is under-capacity.
  • the driving speed may be automatically increased in steps 305 and 309.
  • Non-essential processing functions may also be activated. In this way, particularly in instances where the driving speed was pre-emptively reduced to avoid overheating, the driving speed may be increased according to capacity in order to optimise performance.
  • the ADS 1 may also account for other driving functions. For instance, as shown in Figure 3 , step 310, if the driver or ECU has activated an ECO driving mode in order to conserve battery power in an electric vehicle, the ADS 1 may decrease the driving speed and turn off non-essential processing functions. The system thereby reduces the driving speed and/or the scope of functions performed by the ECU block in order to maximize the remaining range of the vehicle. Conversely, if ECO driving mode is off, a higher maximum speed is enabled, along with non-essential functions.
  • FIG. 4 shows a flow diagram of a second processor temperature protection algorithm implemented by the ADS 1.
  • This algorithm provides pre-emptive action in the event that a complex road situation is impending. That is, if the detected road conditions and environment indicate an imminent increase of the ECU load which could otherwise lead to the ECU overheating (step 402), advance action is taken to reduce the vehicle speed (step 403), to thereby mitigate that risk by reducing the processing demands. For example, if the vehicle is approaching an area, such as a busy intersection or roundabout, in which a large number of other vehicles need to be tracked simultaneously and the road arrangement is relatively complex, the ADS 1 may identify this as a Complex Driving Situation. This may be determined based on, for example, map data together with camera analysis of the current road situation.
  • the ADS 1 will typically slow the vehicle down in more urban areas. Equally, if the weather conditions indicate that driving visibility is poor and/or surface traction is reduced, normal intersections or junctions may also be identified as Complex Driving Situations. In cases where a Complex Driving Situation is identified, the vehicle's speed is reduced in response to mitigate the risk of ECU overheating.
  • the ECU Process Estimator Module 103 continues to monitor ECU load.
  • the ECU load exceeds a threshold (e.g. more than 80% of capacity used in the last 1 second period)
  • the Speed Limit Decision Maker 108 may act to reduce the vehicle speed.
  • the Speed Limit Decision Maker 108 may act to increase the vehicle speed.
  • past performance data may be used to enhance the prediction of future Complex Driving Situations by adjusting the complexity threshold at which situations are identified as complex. For instance, an AI neural network may be used to enhance this prediction by monitoring ECU load during different driving situations and learning from these historical instances.
  • the ADS 1 decreases the driving speed in a controlled manner in order to reduce the required data processing rate. For example, at lower vehicle speeds, the ECU may reduce the number of frames processed per second, or lower the processor's clock frequency. Non-essential functions, namely those that are not related to driving safety (e.g. active suspension), may also be temporarily disabled. For instance, if the CPU temperature reaches levels close to 100 degrees Celsius, where the upper limit is 110 degrees, the ADS 1 will reduce the vehicle's speed. As a result, the load of the processor decreases, so that the CPU clock can be reduced, or a number of processing cores can be switched off. At the same time selected functions not related to driving safety are turned off. As a result, the heat emission from the ECU is reduced, thereby allowing the ECU to cool. When the ECU temperature returns to a safe level, the ADS 1 returns the driving functions to full performance.
  • driving safety e.g. active suspension
  • the ADS 1 may operate up to the maximum legal speed for given road segment under normal conditions, but the vehicle's speed is automatically reduced under unfavourable weather conditions, and/or if the driver loses awareness, and/or if ECU is at risk of overheating. Safety is thereby improved in situations where the driver loses awareness, and/or the ECU would otherwise be at risk of overheating. At the same time, the costs associated with cooling systems for the ECU may be minimised because the risk of ECU overheating is mitigated.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
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  • Mechanical Engineering (AREA)
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  • Mathematical Physics (AREA)
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  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (15)

  1. Ein automatisiertes Fahrsystem (1), umfassend:
    Ein Automatisierungssteuermodul (109) für das Steuern einer oder mehrerer Fahrfunktionen eines Fahrzeugs;
    ein Sicherheitssteuermodul (101-105) für das Bestimmen einer oder mehrerer Betriebsbedingungen, die für die Sicherheitsleistung des Fahrzeugs relevant sind,
    gekennzeichnet dadurch, dass das Automatisierungssteuermodul (109) konfiguriert ist, die Geschwindigkeit des Fahrzeugs automatisch auf eine reduzierte Geschwindigkeit zu ändern, basierend auf der einen oder den mehreren Betriebsbedingungen, die von dem Sicherheitssteuermodul (101-105) bestimmt werden, wobei die eine oder die mehreren Betriebsbedingungen ein Prozessor-Überhitzungsszenario umfassen, wobei das Prozessor-Überhitzungsszenario dazu führt, dass das Automatisierungssteuermodul (109) eine Betriebstemperaturschwelle überschreitet und es dadurch dem automatisierten Fahrsystem erlaubt wird, die Geschwindigkeit des Fahrzeugs zu reduzieren, um eine Überhitzung zu vermeiden.
  2. Automatisiertes Fahrsystem nach Anspruch 1, wobei das Automatisierungssteuermodul (109) die Geschwindigkeit des Fahrzeugs entweder durch ein vorgegebenes Niveau oder ein dynamisches Niveau, basierend auf der einen oder den mehreren Betriebsbedingungen, anpasst.
  3. Automatisiertes Fahrsystem nach Anspruch 1 oder 2, wobei die eine oder die mehreren Betriebsbedingungen ferner eine Fahreraufmerksamkeit umfassen und wobei das Sicherheitssteuermodul (101-105) ein Niveau der Fahreraufmerksamkeit bestimmt, basierend auf einer oder mehreren Fahreraufmerksamkeits-Eingaben, und das Automatisierungssteuermodul (109) das höhere Automatisierungsniveau aktiviert als Reaktion darauf, dass das Sicherheitssteuermodul (101-105) bestimmt, dass das Niveau der Fahreraufmerksamkeit unterhalb einer Aufmerksamkeitsschwelle liegt.
  4. Automatisiertes Fahrsystem nach Anspruch 3, wobei das höhere Automatisierungsniveau mit der Beschränkung eines oder mehrerer Steuerparameter verbunden ist.
  5. Automatisiertes Fahrsystem nach Anspruch 4, wobei die Beschränkung eines oder mehrerer Steuerparameter das Beschränken der Fahrzeuggeschwindigkeit umfasst.
  6. Automatisiertes Fahrsystem nach einem der Ansprüche 3 bis 5, wobei das untere Automatisierungsniveau dem Niveau 1 oder 2 entspricht, und das höhere Automatisierungsniveau dem Automatisierungsniveau 4 oder höher entspricht.
  7. Automatisiertes Fahrsystem nach einem der vorhergehenden Ansprüche, wobei das Sicherheitssteuermodul (101-105) das Prozessor-Überhitzungsszenario, basierend auf einer erfassten Prozessorrate oder einer erfassten Temperatur, die einen Schwellenwert überschreitet, erkennt.
  8. Automatisiertes Fahrsystem nach Anspruch 7, wobei das Sicherheitssteuermodul (101-105) das Prozessor-Überhitzungsszenario, basierend auf der erfassten Prozessorrate oder der erfassten Temperatur, die den Schwellenwert für eine vorgegebene Dauer überschreitet, erkennt.
  9. Automatisiertes Fahrsystem nach einem der vorhergehenden Ansprüche, wobei das Sicherheitssteuermodul (101-105) ein Prozessor-Überhitzungsszenario, basierend auf dem Identifizieren einer komplexen Fahrsituation, erkennt.
  10. Automatisiertes Fahrsystem nach Anspruch 9, wobei das Sicherheitssteuermodul (101-105) eine komplexe Fahrsituation, basierend auf einer oder mehreren anstehenden Straßendaten, aktuellen Wetterdaten und der Anzahl der nachverfolgten Objekte, erkennt.
  11. Automatisiertes Fahrsystem nach Anspruch 10, wobei die komplexe Fahrsituation, basierend auf einer Komplexitätsmetrik, die einen Schwellenwert überschreitet, erkannt wird, wobei die Komplexitätsmetrik, basierend auf zwei oder mehr einer Straßenkomplexitätsbewertung, eines Kamera-Sichtweitenabstands, einer Straßenoberflächenbewertung, der Anzahl der nachverfolgten Objekte und vergangener Leistungsdaten, berechnet wird.
  12. Automatisiertes Fahrsystem nach einem der vorhergehenden Ansprüche, wobei das Sicherheitssteuermodul (101-105) ferner ein Prozessor-Kapazitätsszenario erkennt, wobei das Prozessor-Kapazitätsszenario dazu führt, dass das Automatisierungssteuermodul eine Kapazität hat, um die Prozessorrate zu erhöhen, während eine Temperatur unterhalb des Betriebstemperatur-Schwellenwerts bleibt,
    wobei das Automatisierungssteuermodul (109) konfiguriert ist, die Geschwindigkeit des Fahrzeugs als Reaktion darauf zu erhöhen, dass das Sicherheitssteuermodul ein Prozessor-Kapazitätsszenario erkennt.
  13. Elektronische Steuereinheit für ein Fahrzeug, umfassend das automatisierte Fahrsystem nach einem der vorhergehenden Ansprüche.
  14. Verfahren für den Einsatz eines automatisierten Fahrsystems (1), das Verfahren die folgenden Schritte umfassend:
    Steuern in einem Automatisierungssteuermodul (109) einer oder mehrerer Fahrfunktionen eines Fahrzeugs; und
    gekennzeichnet durch das Erkennen in einem Sicherheitssteuermodul (101-105) eines Prozessor-Überhitzungsszenarios (302), wobei das Prozessor-Überhitzungsszenario dazu führt, dass der Prozessor einen Betriebstemperatur-Schwellenwert überschreitet,
    wobei der Schritt der Steuerung einer oder mehrerer Fahrfunktionen das Ändern der Geschwindigkeit (303) des Fahrzeugs auf eine reduzierte Geschwindigkeit umfasst, als Reaktion auf ein erkanntes Prozessor-Überhitzungsszenario, wodurch das automatisierte Fahrsystem veranlasst wird, die Fahrzeuggeschwindigkeit zu reduzieren, um ein Überhitzen zu vermeiden.
  15. Eine nichtflüchtige, computerlesbare Datenspeicherungssoftware, die Anweisungen umfasst, die, wenn sie von einem Prozessor ausgeführt wird, die folgenden Schritte ausführen:
    Steuern in einem Automatisierungssteuermodul (109) einer oder mehrerer Fahrfunktionen eines Fahrzeugs; und
    gekennzeichnet durch das Erkennen in einem Sicherheitssteuermodul (101-105) eines Prozessor-Überhitzungsszenarios, wobei das Prozessor-Überhitzungsszenario dazu führt, dass der Prozessor einen Betriebstemperatur-Schwellenwert überschreitet,
    wobei der Schritt der Steuerung einer oder mehrerer Fahrfunktionen das Ändern der Geschwindigkeit des Fahrzeugs auf eine reduzierte Geschwindigkeit umfasst, als Reaktion auf ein erkanntes Prozessor-Überhitzungsszenario, wodurch das automatisierte Fahrsystem veranlasst wird, die Fahrzeuggeschwindigkeit zu reduzieren, um ein Überhitzen zu vermeiden.
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